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AI has already changed weather forecasting forever.

It’s been a wild few years in the typically tedious world of weather predictions. For decades, forecasts have been improving at a slow and steady pace — the standard metric is that every decade of development leads to a one-day improvement in lead time. So today, our four-day forecasts are about as accurate as a one-day forecast was 30 years ago. Whoop-de-do.
Now thanks to advances in (you guessed it) artificial intelligence, things are moving much more rapidly. AI-based weather models from tech giants such as Google DeepMind, Huawei, and Nvidia are now consistently beating the standard physics-based models for the first time. And it’s not just the big names getting into the game — earlier this year, the 27-person team at Palo Alto-based startup Windborne one-upped DeepMind to become the world’s most accurate weather forecaster.
“What we’ve seen for some metrics is just the deployment of an AI-based emulator can gain us a day in lead time relative to traditional models,” Daryl Kleist, who works on weather model development at the National Oceanic and Atmospheric Administration, told me. That is, today’s two-day forecast could be as accurate as last year’s one-day forecast.
All weather models start by taking in data about current weather conditions. But from there, how they make predictions varies wildly. Traditional weather models like the ones NOAA and the European Centre for Medium-Range Weather Forecasts use rely on complex atmospheric equations based on the laws of physics to predict future weather patterns. AI models, on the other hand, are trained on decades of prior weather data, using the past to predict what will come next.
Kleist told me he certainly saw AI-based weather forecasting coming, but the speed at which it’s arriving and the degree to which these models are improving has been head-spinning. “There's papers coming out in preprints almost on a bi-weekly basis. And the amount of skill they've been able to gain by fine tuning these things and taking it a step further has been shocking, frankly,” he told me.
So what changed? As the world has seen with the advent of large language models like ChatGPT, AI architecture has gotten much more powerful, period. The weather models themselves are also in a cycle of continuous improvement — as more open source weather data becomes available, models can be retrained. Plus, the cost of computing power has come way down, making it possible for a small company like Windborne to train its industry-leading model.
Founded by a team of Stanford students and graduates in 2019, Windborne used off-the-shelf Nvidia gaming GPUs to train its AI model, called WeatherMesh — something the company’s CEO and co-founder, John Dean, told me wouldn’t have been possible five years ago. The company also operates its own fleet of advanced weather balloons, which gather data from traditionally difficult-to-access areas.
Standard weather balloons without onboard navigation typically ascend too high, overinflate, and pop within a matter of hours (thus becoming environmental waste, sad!). Since it’s expensive to do launches at sea or in areas without much infrastructure, there’s vast expanses of the globe where most balloons aren’t gathering any data at all.
Satellites can help, of course. But because they’re so far away, they can’t provide the same degree of fidelity. With modern electronics, though, Windborne found it could create a balloon that autonomously changes altitude and navigates to its intended target by venting gas to descend and dropping ballast to ascend.
“We basically took a lot of the innovations that lead to smartphones, global satellite communications, all of the last 20 years of progress in consumer electronics and other things and applied that to balloons,” Dean told me. In the past, the electronics needed to control Windborne’s system would have been too heavy — the balloon wouldn’t have gotten off the ground. But with today’s tiny tech, they can stay aloft for up to 40 days. Eventually, the company aims to recover and reuse at least 80% of its balloons.
The longer airtime allows Windborne to do more with less. While globally there are more than 1,000 conventional weather balloons launched every day, Dean told me, “We collect roughly on the order of 10% or 20% of the data that NOAA collects every day with only 100 launches per month.” In fact, NOAA is a customer of the startup — Windborne already makes millions in revenue selling its weather balloon data to various government agencies.
Now, with a potentially historic hurricane season ramping up, Windborne has the potential to provide the most accurate data on when and where a storm will touch down.
Earlier this year, the company used WeatherMesh to run a case study on Hurricane Ian, the Category 5 storm that hit Florida in September 2022, leading to over 150 fatalities and $112 billion in damages. Using only weather data that was publicly available at the time, the company looked at how accurately its model (had it existed back then) would have tracked the hurricane.
Very accurately, it turns out. Windborne’s predictions aligned neatly with the storm’s actual path, while the National Weather Service’s model was off by hundreds of kilometers. That impressed Khosla Ventures, which led the company’s $15 million Series A funding round earlier this month. “We haven’t seen meaningful innovation in weather since The Weather Channel in the 90s. Yet it’s a $100 billion market that touches essentially every industry,” Sven Strohband, a partner and managing director at Khosla Ventures, told me via email.
With this new funding, Windborne is scaling up its fleet of balloons as it prepares to commercialize. The money will also help Windborne advance its forecasting model, though Dean told me robust data collection is ultimately what will set the company apart. “In any kind of AI industry, whoever has the top benchmark at any given time, it’s going to fluctuate,” Dean said. “What matters is the model plus the unique datasets.”
Unlike Windborne, the tech giants with AI-based weather models — including, most recently, Microsoft — aren’t gathering their own data, instead drawing solely on publicly accessible information from legacy weather agencies.
But these agencies are starting to get into the game, too. The European Centre for Medium-Range Weather Forecasts has already created its own AI-based model, the Artificial Intelligence/Integrated Forecasting System, which it runs in parallel to its traditional model. NOAA, while a bit behind, is also looking to follow suit.
“In the end, we know we can't rely on these big tech companies to just keep developing stuff in good faith to give to us for free,” Kleist told me. Right now, many of the top AI-based weather models are open source. But who knows if that will last? “It's our mission to save lives and property. And we have to figure out how to do some of this development and operationalize it from our side, ourselves,” Kleist said, explaining that NOAA is currently prototyping some of its own AI-based models.
All of these agencies are in the early stages of AI modeling, which is why you likely haven’t noticed weather predictions making a pronounced leap in accuracy as of late. It’s all still considered quite experimental. “Physical models, the pro is we know the underlying assumptions we make. We understand them. We have decades of history of developing them and using them in operational settings,” Kleist told me. AI-based models are much more of a black box, and there’s questions surrounding how well they will perform when it comes to predicting rare weather events, for which there might be little to no historical data for the model to reference.
That hesitation might not last long, though. “To me it’s fairly obvious that most of the forecasts that would actually be used by users in the future will come from machine learning models,” Peter Dueben, head of Earth systems modeling at the European Centre for Medium Range Weather Forecasting, told me. “If you just want to get the weather forecast for the temperature in California tomorrow, then the machine learning model is typically the better choice,” he added.
That increased accuracy is going to matter a lot, not just for the average weather watcher, but also for specific industries and interest groups for whom precise predictions are paramount. “We can tailor the actual models to particular sectors, whether it's agriculture, energy, transportation,” Kleist told me, “and come up with information that's going to be at a very granular, specific level to a particular interest.” Think grid operators or renewable power generators who need to forecast demand or farmers trying to figure out the best time to irrigate their fields or harvest crops.
A major (and perhaps surprising) reason this type of customization is so easy is because once AI-based weather models are trained, they’re actually orders of magnitude cheaper and less computationally intensive to run than traditional models. All of this means, Kleist told me, that AI-based weather models are “going to be fundamentally foundational for what we do in the future, and will open up avenues to things we couldn't have imagined using our current physical-based modeling.”
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A new policy proposal argues that large load tariffs on their own aren’t enough.
Earlier this year, I attempted to draw up a web diagram about energy affordability. My head was spinning from reading social media threads of experts arguing over the reasons electricity rates were so high, the best strategies to lower them, and how the data center explosion fit into the picture. I wanted to see all of the ideas laid out in one place. Here’s what I sketched out at the time:

That was in March. Looking back at it now, a few things stand out. Of course, Washington hasn't gotten anywhere meaningful yet on permitting reform. Also, the BYOP, or “bring your own power,” idea has in some cases become a justification to build huge off-grid natural gas power plants. Amazon, for example, defended backing what may become the largest fossil fuel plant in the country by saying that it “believes in paying the full costs of powering our operations,” and that the Texas data center project is “powered by new on-site generation that won’t raise electricity costs for Texas families.”
On the other hand, there have been some promising developments in deploying virtual power plants and “grid edge” technologies like rooftop solar, to the benefit of both tech companies and regular folks. In July, New Jersey passed a law to incentivize data center developers to fund virtual power plants that can create more capacity on the grid. The program could ultimately help residential customers get solar panels and batteries, which would bring down their energy bills. Just today, Google announced a partnership with the California utility PG&E to offer residential customers discounts on heat pumps combined with battery energy storage in Alameda and Santa Clara counties. The first 25 homeowners to sign up will get $10,000 off; after that the discount is $5,000.
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One strategy I didn’t jot down back in March was the “large load tariff.” This is when utility regulators create a new electricity rate class for large energy users that helps isolate the costs of serving these customers. A growing number of states have gone one step further and developed data center-specific tariffs, with requirements like charging data centers a minimum fee regardless of how much energy they use, and, in some cases, creating incentives for them to build new renewable energy projects.
A policy paper that came across my desk this week argues that this approach doesn’t go far enough. It says that states have an opportunity to fund the modernization of the electric grid by adding a surcharge on top of large load tariffs.
The paper is from the State Support Center, a nonprofit that provides clean energy policy recommendations and technical assistance to states. It was co-founded by Sam Ricketts, one of the founders of the climate group Evergreen Action and a significant voice in shaping the Inflation Reduction Act. Initially, the Center helped states figure out how to take advantage of all of the new federal funding that came out of that law. Now, like the rest of us, Ricketts is thinking about data centers.
“State policymakers are looking for ways to meet the load growth that is predominantly being driven by data centers,” he told me. “There hasn't been a thorough-enough discussion about capturing investments that large data center loads are making and using those revenues to drive investment into key barriers for the clean grid expansion that the electricity system in the U.S. now needs.”
Traditional large load tariffs are about cost assignment, Ricketts said: Regulators determine the cost of network and operational upgrades required to serve big customers and require utilities to pass those on directly rather than spreading them across the entire customer base. This is just the baseline of what data center developers should do to pay their “fair share,” though, Ricketts argued. Even if large load tariffs help cover the cost of new power plants, they don’t necessarily help solve the interconnection bottlenecks that are preventing generators — especially renewables — from joining the grid, for example.
By adding a simple per-megawatt surcharge to the rates data centers pay, states could raise revenue to accelerate interconnection. They could fund additional staff and invest in new software solutions to help move through the queue of projects waiting to connect faster. They could also put the money toward financing grid upgrades, such as installing grid-enhancing technologies that create more capacity on existing power lines. Alternatively, they could use the money to reward cities and towns for permitting projects more quickly, or to support siting and permitting at the state level, the paper suggests.
Ricketts told me that many state utility commissions have the power to do this today, and those that don’t would require just a simple bit of legislation to empower them. New York could become the first to adopt the idea. In June, Governor Kathy Hochul directed the state’s Department of Public Service to consider requiring data centers to invest in a “grid acceleration fund.”
Several states have already levied similar fees on data centers — they just haven’t dedicated the money toward grid upgrades. A new $0.01-per-kilowatt-hour surcharge on loads larger than 100 megawatts in Oregon will fund efficiency and distributed energy projects that reduce costs for residential customers. Virginia enacted a $0.011 per kilowatt-hour data center electricity consumption tax that will raise money for the state’s general fund. It’s expected to generate $600 million per year.
The paper doesn’t pitch the surcharge as a cure-all, nor does it touch the issue of public opposition or federal permitting obstacles. “The surcharge as envisioned and proposed here is pretty modest,” Ricketts told me. “It is trying to attend to a gap, which is like, hey, there's an opportunity here to capture reinvestment into the grid needs that are truly necessary.”
Under the sheet metal it’s basically a Toyota — but maybe that’s okay.
I’ve seen these cupholders before. The same goes for the pair of wireless phone charging mats in this Subaru EV, the wheel that spins to select drive or reverse, and the storage cubby between the driver and shotgun seat with its awkwardly positioned “open” button. Even the big central touchscreen and its software are fundamentally identical to the ones I remember — right down to the navigation system’s voice-activated assistant represented by a weird on-screen bubble.
It’s no coincidence the interior of the new Subaru Trailseeker feels so familiar: I just saw it a couple of months ago while test-driving the Toyota CH-R. The two Japanese carmakers have been co-developing the bones of their electric cars together for several years now. Their dueling lineups of new models are, to a large degree, the same vehicles under the sheet metal: The Toyota CH-R and Subaru Uncharted small crossovers are effectively twins. So, too, are the Subaru Trailseeker I drove this week and the Toyota Bz Woodland, the stretched, outdoorsy version of Toyota’s EV.
Sharing parts and even platforms is nothing new. Car companies have partnered with their rivals in the past to split research and development costs. Subie and Toyota have been following this playbook since the gasoline era; in the 2010s they created a lovely small sports car badged as either the Subaru BRZ or the Scion FR-S (back when Toyota used the Scion brand to sell sportier, more “youthful” cars in America).

But sharing has become a more pressing issue in the era of electric driving, as the legacy car companies look for ways to save money as they spend billions learning how to transition their businesses toward battery power. Honda, the other Japanese auto giant, borrowed the General Motors platform to build the Prologue, its most recent attempt at an EV for America. That car sold competitively with the other non-Tesla EVs in the U.S., demonstrating there were some Honda drivers hungry for their brand to make a new EV. But that approach only got Honda so far. The company’s attempts to build a better EV from the ground up have stalled, and it has now canceled an ambitious slate of planned vehicles.
As for Toyota and Subaru, there is much to be gained from this tactic. If you’re a driver simply pondering whether to switch from the gas-powered Outback to the Trailseeker with your next Subaru purchase, you might not care that electric Subarus are just Toyotas on the inside. Still, sharing technology also raises the question: If a Subaru is just a Toyota under the skin, then is calling the car a Subaru enough for the brand’s devotees? The answer, I think, is a possibly surprising “yes.”
At the simplest level, Subaru’s electric cars do succeed in feeling like distinct vehicles. In this clip, one of Toyota’s lead engineers explains some of the philosophical differences that lead the two companies to build different products on top of the same bones. To simplify: Subaru builds with acceleration and sportiness in mind, while Toyota is more focused on braking and safety.
You can feel the difference. Toyota scales up the power depending on how much you pay, from 168 horsepower in the entry-level Bz to 375 horsepower for the outdoorsy Bz Woodland.

Subaru offers all-wheel-drive and 375 horsepower with every trim level of the Trailseeker, and the car is zippy and eager. The high ground clearance and road trip-ready roof rack certainly makes the EV feel appropriately Subaru. While the other vehicles that came out of this partnership were built at Toyota factories in Japan, Trailseeker (and its Toyota twin) were built at a Subaru factory.
And for a long vehicle with lots of storage space in the back, Trailseeker is pretty efficient. I made a decent 3.5 miles per kilowatt-hour on a highway drive from L.A to Santa Barbara, and the Subaru would top 4 miles per kilowatt-hour at city speeds. That efficiency is important, as it stretches the EV’s real-world range above 250 miles, giving it the legs it needs to visit the far-flung outdoorsy destinations Subaru drivers like to visit.
The trouble with co-development is that Subaru’s EVs, though they are fun and capable vehicles, are stuck with the same problems as Toyota’s. The Subaru also doesn’t feature fun or game-changing EV features like a frunk or one-pedal driving. Owners complain that there’s no way to, say, change the charging maximum to from 80% to 100% once a charging session has started, a simple task that can be accomplished with a tap on a phone app in other vehicles.
The car’s built-in navigation system, meanwhile, can list nearby EV chargers if you know where to ask, but it doesn’t incorporate them into its route planning like a Tesla, Rivian, or even Hyundai would do. This is more annoying than you might think, especially in this muddled moment in charging. Trailseeker, having adopted the Tesla NACS plug that is now becoming the industry standard, can charge at some Superchargers — but Tesla doesn’t allow other brands’ EVs at all of its stations, and you have to check their app to see which are okay. Lots of older third-party charging stations, meanwhile, still use the CCS plug that used to be common on EVs, so you’d need an adapter to plug in the Subaru there. That means that in the Trailseeker, you need either a charging strategy in advance or a co-pilot in the passenger seat checking multiple phone apps for you. (These issues can be solved somewhat by using one’s own apps through Apple CarPlay.)
What the Trailseeker is not, most fundamentally, is a Rivian. When that company teased the R2 and R3 a couple of years ago, we said it had the opportunity to dominate an outdoorsy, all-wheel-drive space in the car market that was more or less vacant because Subaru had dragged its feet on electrifying, having released only the disappointing Solterra. R2 is finally available, and compared to Trailseeker, the Rivian is much closer to the Tesla model of what an EV should be — its interface is far more sophisticated, and foundationally, it just feels so much more like a vehicle that was built from the ground up to be electric, not a car built by a legacy automaker still trying to figure out what an EV should be.
But here’s the thing: A lot of drivers, including plenty of Subaru lifers, don’t want the Tesla model. This Reddit post nicely captures the tension: EV-focused reviewers like me invariably notice what’s missing in a vehicle like Trailseeker compared to other electric cars. When you compare the Subie to gas-powered vehicles, though, you notice what’s there — the basic competencies like off-road ruggedness, roof racks, and honest-to-goodness door handles that make people love Subarus in the first place.
The price doesn’t hurt, either. Trailseeker’s key performance features — all-wheel drive, 375 horsepower, 280 miles of maximum range — are available on the simplest version that starts at $39,995, while the top-of-the-line $46,555 version gets more creature comforts. Toyota doesn’t sell an entry-level version of the Trailseeker’s twin, the Bz Woodland, only a fully-decked out edition that’s more than $45,000. Rivian’s fancier versions of R2, by contrast, cost well into the $50,000, with a $45,000 base model due in 2027.
Trailseeker, in other words, is a reasonably affordable, good EV that just works — and that you can buy at the same dealership across town that sold you your last two Outbacks. Which is all a lot of Subaru drivers ever really wanted.
Current conditions: The Pacific is facing a traffic jam of storms, with Hurricane Karina, Tropical Storm Lowell, and Tropical Storm Marie all raging at once • Temperatures in Charlotte, North Carolina, America’s secondary banking capital after New York, are nearing 100 degrees Fahrenheit amid a regionwide heatwave • Tropical Storm Edouard knocked out power from more than 81,000 households in Texas and Louisiana.
Call it the scramble for Caracas. For the first time since the dawn of the 21st century, the South American nation with the world’s largest known oil reserves is open for business to Americans. Eight months after U.S. forces arrested former dictator Nicolás Maduro in his home and Washington backed his vice president, Delcy Rodriguez, as the new leader, Venezuela is becoming a hotbed for American energy companies. On Wednesday, Chevron announced plans to double its production in Venezuela with a $7 billion investment. “We were trying to work at what I call Trump speed,” Secretary of Energy Chris Wright said at a signing ceremony at the Miraflores Palace, according to The Wall Street Journal. “President Trump didn’t want a nudge or a slow drift in a positive direction. He wanted to see as fast as possible a transformation in Venezuela.”
The energy equipment behemoth GE Vernova, meanwhile, inked its own deal to repair large portions of Venezuela’s power grid, Bloomberg reported.

U.S. exports of liquified natural gas averaged 17.4 billion cubic feet per day in the first six months of this year, 23% more than the same period in 2025, according to the latest analysis by the U.S. Energy Information Administration. The agency projected that overseas sales will mostly stay flat through the end of the year before rising to 18.7 billion cubic feet per day in the first half of 2027. The world demands lots of gas right now. The biggest impediment to selling more is capacity. New and expanded export terminals “boosted LNG exports at the fastest rate since the United States began large-scale exports in 2016,” EIA found.
While natural gas and gasoline are different fuels entirely, the boom in the export market for one has come during a domestic price surge for the other. Diesel is selling for $5.69 per gallon, according to AAA data. Regular gas is now averaging $4.12 per gallon nationwide. But diesel is particularly worrying. As my colleague Matthew Zeitlin wrote last month, “now is the worst time for diesel to get expensive,” since it’s a critical moment in farmers’ growing seasons when tractors and other equipment need fuel.
The fashion industry, particularly the cheaply-made fast-fashion brands, are notorious for pollution. Typically that comes in the form of dyed rivers and microplastics from polyester fibers. But the planet-heating gases coming from the apparel sector are on the rise. Emissions climbed 6.3% in 2024, following a 7.5% spike the previous year, according to a new report by the Apparel Impact Institute. That, according to Bloomberg, increased fashion’s emissions by roughly a gigaton, or “about the same as the entire climate footprint of Japan.”
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SB Energy, the division of the Japanese giant Softbank that’s focused on building the infrastructure for artificial intelligence, is seeing such a boom it’s going public. Chip behemoth Nvidia is backing the deal to start trading the stock on the Nasdaq. “The reason Nvidia is on our part of the equation here is that, you know, helps us to unlock things like investment-grade financing. It helps to ensure the project is a success,” SB Energy CEO Rich Hossfeld told CNBC.
Still, the company cautioned that it “may face community opposition, local moratoria, and hyper-local dissent, including growing public resistance to AI and AI-related infrastructure.” Polling from Heatmap Pro last month showed that three-quarters of Americans now oppose data centers in their backyards.
To put it in the modern parlance of today’s youth: Japan’s nuclear sector used to mog most of its peers in East Asia. When the 2011 Fukushima accident occurred, Japan got the ick on atomic energy. Now it’s once again ascending to nuclear maxing — er, nuclearmaxxing. On Wednesday, NucNet reported that a high-level Japanese council chaired by the prime minister adopted a new policy that calls for “maximum use” of atomic energy in the country.
Russia, meanwhile, is leaning into floating nuclear power plants. The country launched the world’s first small modular reactor in 2019 aboard the Akademik Lomonosov, a Siberia-bound barge designed to carry a power plant. In May, I told you that Rosatom was considering building more. On Wednesday, World Nuclear News reported that the Kremlin-controlled nuclear company is establishing a facility specifically designed to produce floating nuclear plants.
Maersk is going old school. The shipping giant just signed a deal to install the first wind sail on a container ship as the shipping industry looks for ways to get off heavily-emitting bunker fuel. The sail, according to the Financial Times, is a 115-foot rotor designed by the British company Anemoi to function without taking up a lot of space in the areas where containers go.